• KSCE Journal of Civil and Environmental Engineering Research
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• v.32 no.5A
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• pp.307-315
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• 2012

Recently, ultra high performance fiber reinforced concrete (UHPFRC) having over 180 MPa compressive strength and 10 MPa tensile strength has been developed in Korea. However, UHPFRC represents different material properties with normal concrete (NC) and conventional high performance concrete (HPC) such as a high early age autogenous shrinkage and a rapid dry on the surface, because it has a low water-binder ratio and high fineness admixtures without coarse aggregate. In this study, therefore, to propose suitable experimental methods and regulations, and to evaluate mechanical properties at a very early age for UHPFRC, setting, shrinkage and tensile tests were performed. From the setting test results, paraffin oil was an appropriate material to prevent drying effect on the surface, because if paraffin oil is applied on the surface, it can efficiently prevent the drying effect and does not disturb or catalyze the hydration of cement. From the ring-test results, it was defined that the shrinkage stress is generated at the time when the graph tendency of temperature and strain of inner steel ring is changed. By comparing with setting test result, the shrinkage stress was firstly occurred as the penetration resistance of 1.5 MPa was obtained, and it was about 0.6 and 2.1 hour faster than those of initial and final sets. So, the starting time of autogenous shrinkage measurement (time-zero) of UHPFRC was determined when the penetration resistance of 1.5 MPa was obtained. Finally, the tensile strength and elastic modulus of UHPFRC were measured from near initial setting time by using a very early age tensile test apparatus, and the prediction models for tensile strength and elastic modulus were proposed.

• International Journal of Highway Engineering
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• v.13 no.2
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• pp.103-114
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• 2011

Usage of bicycle has been supported the universal reduction of energy consumption and $CO_2$. For the same purpose, new constructions for long length bike roads are planned in Korea. Recently, laboratory tests of physical properties and resistance against environmental loading about optimum mix design of roller compacted concrete, that have advantages of high structural performance by cement hydration and aggregate interlocking, simple construction procedure and low construction cost, are performed for the effective construction of new bike roads. However, properties of roller compacted concrete had different results between laboratory and field tests since it had different compaction method. Also, construction method of roller compacted concrete are not defined for the application of bike roads since it had different demand performance such as thin pavement thickness, low strength and etc with road pavements. Thus, in this experimental research was launched to evaluate the core properties, visual inspection, compaction ratio, water content, thickness reduction rate of roller compaction, skid resistance and roughness by experimental construction about variable mix proportion and compaction method based on laboratory test results. And construction method of roller compacted concrete pavement were suggested for the application of bike roads.

• Proceedings of the Korea Water Resources Association Conference
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• 2006.05a
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• pp.1611-1615
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• 2006

The purpose of this study is to simulate the riverbed profile changes downstream of Daecheong re-regulation dam from 1988 to 2001, to evaluate the model's applicability and to predict a long-term riverbed-level variation between 2002 and 2017. As a result of simulation 14 sediment transport equations provided by GSTAR-1D, it was found that Acker's & White formula was the most stable relatively. The interval used to calculate its stability was 7 days for bankful discharge$(1,000m^2/s)$, 3 days for daily maximum flow$(4,273m^2/s)$, 1 day for hourly maximum flow$(7,605m^2/s)$ and minimum flow$(8.5m^2/s)$. The simulation results of river bed changes were evaluated and compared to its measure data from 1988 to 2001. It was showed that there was the degradation for a section between Daecheong re-regulation dam and Maepo water stage gage station due to bed-material, and the degradation for a reach between Maepo and Gongju water stage gage station due to massive aggregate collection. Also, as a result of simulating the river profile change for 2002 to 2017, it was predicted that the section between Daecheong re-regulation dam and Geumnam Bridge would remain as the present profile and the reach between Maepo and Gongju water stage gage station would have some degradations in several parts, which would be stable as a whole unless it was due to artificial river profile change.

• Journal of the Korea Concrete Institute
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• v.17 no.1 s.85
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• pp.35-41
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• 2005

Recently, various fiber reinforced cementitious composites are used in order to solve problems of concrete as the brittleness breaking. Especially, in U.S.A., Europe, and Japan, ultra-high strength steel fiber reinforced cementitious composites(ultra-high strength SFRCC) with compressive strength in excess of 100 MPa were developed. However few studies have been investigated on the high-strength SFRCC in Korea. Therefore, in this paper, to make ultra-high strength SFRCC with the range of compressive strength 180MPa, it was investigated the constitute factors of ultra-high strength SFRCC influenced on the compressive strength. The experimental variables were water-binder ratio, replacement of silica fume, size and proportion of sand, type and replacement of filling powder, and using of steel fiber in ultra-high strength SFRCC. As a result, in water-binder ratio 0.20, we could make ultra-high strength SFRCC with compressive strength of 180MPa through using of silica fume, quartz sand with below 0.5mm filling powder and steel fiber.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.21 no.11
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• pp.283-290
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• 2020

Porous asphalt pavement is used widely in advanced countries to reduce traffic accidents and noise. On the other hand, it is not applied widely in Korea due to concerns about its durability. This study aims to find a statistical method to improve the durability of porous asphalt pavement. A Cantabro test was selected to test the durability. The Cantabro test was performed on an asphalt mixture made of a binder and aggregate. This test was repeated three times for each of the four groups to obtain the Cantabro loss rate. The average values of each of the four groups satisfied all the reference values. In addition, through an analysis of variance (ANOVA), it was possible to quantitatively classify test groups with differences in durability, thereby finding problems and improving the durability. Furthermore, the Pay Factor method can lead to voluntary improvements in quality, and the Pay factor can be calculated through statistical analysis of limited data. Through the Pay factor, it is possible to induce definite quality improvement of the contractor and continuously improve the durability of the porous asphalt mixture by evaluating the adequacy of the quality standard.

• Journal of the Korean Society for Railway
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• v.16 no.1
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• pp.40-46
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• 2013

Based on Korean railway design standards, the thicknesses of the reinforced roadbeds of conventional and high speed railways are different, and so too, for the size distribution of the ballast particles. Accordingly, considerable cost would be required to increase operating speeds of conventional lines, in particular related to changing from a ballasted track system to a ballastless one. In this study, applicability of a roadbed which supports conventional ballasted track, for use as a ballastless track for a high speed rail line was examined. A reinforced roadbed for a conventional railway is 20cm thick, and the type of material used for a conventional reinforced roadbed is M-40 (crushed gravel for road embankments). A dynamics test was conducted to evaluate the occurrence of the permanent settlement of the track substructure. These results suggest that, without changes to the track substructure, an operational speed of 400km/h is feasible with a ballastless track. This result; however, is from laboratory experiments. Further studies, such as numerical analyses or field validation, are required.

• International Journal of Highway Engineering
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• v.13 no.4
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• pp.19-28
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• 2011

This study developed a solar radiation reflection pavement, so called a cool pavement, to lessen the urban heat island effect by coating a pavement surface with acrylic resins mixed with light-colored pigments. From a laboratory test, simulating solar heating process in pavements, the cool pavement reduced more than $12^{\circ}C$ of pavement temperature at $60^{\circ}C$ compared to a control porous pavement. With the increase of the mixing ratio of the pigments to acrylic resins, the temperature reduction effect increased, but its workability became worse due to higher viscosity. As a result, an appropriate mixing ratio was determined as 15%. The cool pavement had better durability than the control pavement: One quarter of Catabro loss and twofold dynamic stability. Its adhesion was also higher enough not to be debonded under traffic loading. In-situ noise and friction tests conducted in two field sites showed that the cool pavement reduced its noise level by 3.7dB in average and increased its friction level by 30% compared to the control pavement. The permeability of the cool pavement was little lower than the control pavement, but higher enough to satisfy the minimum requirement for porous pavements.

• International Journal of Highway Engineering
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• v.9 no.2 s.32
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• pp.129-140
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• 2007

A major purpose of this study is to develop a drainage system that can quickly drain water penetrated into pavement layers to mitigate pot holes which is one of the major distress types in bridge deck pavements. This system can be established by applying a thin drainage layer between waterproof and pavement layers. The most important elements for this system are the performance of waterproof layer and construction technique for the thin drainage layer. The porous asphalt mix with the maximum aggregate size of 10mm is first developed based on the porous asphalt mix design guide proposed by NCAT, and various physical and mechanical tests are performed to confirm that the porous mix satisfies all the specification requirements. In addition, a series of laboratory tests including low-temperature bending and bonding strength tests for the MMA(Methyl Methacrylate) type of waterproofing material. It is observed from the tests that the MMA material satisfies all the specification requirements. To evaluate the Reld performance of the drainage system, a field study has been conducted on a relatively small size bridge. The QC/QA tests are conducted on the both waterproofing and pavement materials. It has been found that the drainage system works well to drain the water penetrated into the pavement layers.

• Journal of the Korea Concrete Institute
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• v.16 no.1 s.79
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• pp.70-78
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• 2004

Although set accelerating agents are used generally in New Austrian Tunneling Method, the standards for test methods and quality of set accelerating agents are not prescribed domestically. In this study, the proprieties of the various standards and the characteristics of set accelerating agents for shotcrete were evaluated. The alkali contents of set accelerating agents based on silicate, aluminate and cement were higher than those of alkali-free ones. From the result, it is thought that the quality control of aggregate should be enhanced and that the number of test cycle of alkali-aggregate reaction should be increased. The setting times of cement paste with set accelerating agents based on silicate and alkali-free ones were different largely with mixing methods. Compressive strength of mortar with set accelerating agents based on silicate, aluminate and cement at one day satisfied the specifications of Korea Concrete Institute. However, the strength ratio compared to control mix at 28 days showed as $50{\~}65\%$ except for the alkali-free set accelerating agents. As a results of setting time and strength test, the establishment of domestic standards that can reflect the characteristics of materials and construction methods of tunnels and that can increase quality of set accelerating agents is required immediately.

• Journal of the Korean Ceramic Society
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• v.42 no.3 s.274
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• pp.182-187
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• 2005

There are many kinds of polycarboxylate superplasticizer as a functional classification which are introduced to domestic; Water Reducer, Retention, Ultra High Strength Superplasicizer. These are showed different physical behaviors because of the difference in the chemical system and the manners after cement mixing. In the case of water reducer, when $1.2\% of cement weight used, water reducing which is over $30\% is observed, but it take with segregation and the reduction of slump flow shows over 30 cm after 45 min of concrete produce. In the case of retention, when the same quantity used, water reducing which is about $25\% is observed and slump flow which is up to 45 min shows under 15 cm. And in the case of ultra high strength, when $1.2\% of cement weight used, water reducing which is over $30\% is observed, and slump flow which is up to 45 min recorded fewer than 15 cm. Compressive strength of ultra high strength superplasticizer has take effect of early age strength, and in the condition of specific mixing, 18 h-compressive strength is insured for more than $60\;Kgf/cm^2$ and 24 h-compressive strength is insured for more than $80\;Kgf/cm^2$.